Railway-signal.



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P" A M E L 0 L Q 0 0 W 2 4 0 N RAILWAY SIGNAL. APPLICATION FILED 1.13.9,1903.

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UNITED STATES PATENT orrron.

CLYDE J. COLEMAN, OF NEW YORK, N. Y., ASSIGNOR TO THE HALL SIGNALCOMPANY, A CORPORATION OF MAINE.

RAILWAY-SIGNAL.

Specification of Letters Patent.

Patented Jan. 29, 1907:

Application filed March 9, 1903. Serial No. 146,853.

T to w/wint it may concern/.-

Be it known that I, CLYDE JAY COLEMAN, a citizen of the United States,and a resident of New York city, in the county and State of New York,have invented certain new and useful Improvements in Railway-Signals, ofwhich the following is a specification.

This invention relates to railway-signal apparatus, and moreparticularly to such as is operated by liquefied gas-sucl 1, forexample,

. as carbonic-acid gas or ammonla-gas.

, The invention is more particularly addressed to means including areceiving-cham ber associated with the signal whereby the gas afterhaving been utilized that is, the exhaust-gas-may be accumulated in thereceiving-chamber and recovered for a subsequent use instead of beingpermitted to escape into the open air, and thus become lost. Thereceiving-chamber contains a suitable absorbent medium for theexhaust-gas. In some cases it will be found convenient to treat theabsorl'ied exhaust-gas in the receiver and without detaching the latterfrom its operating position. In other cases it will be found moreconvenient to detach the receiver from its operating position andtransport it to the factory for the recovery of the absorbed gas;Provision is therefore made for detaching and replacing thereceivingchamberthat is to say, it is deportable and replaceable. In thepreferred arrangement the liquefied gas would be stored in a supply-tanklocalto the signal with which it is connected, and the roceiving-chamberassociated with this signal will also be local thereto. supply-tank isconducted through suitable connections to a pressureapplying device,which preferably is in the form of a pistonchamber which is in operativeconnection with the signal. After this gas has accomplished its work itis conducted to the receiving-chamber, where it is absorbed by theabsorbent medium and from which it is thereafter recovered. Ifammonia-gas is the gas employed, then the absorbent medium may be water,or preferably a solution of sulfate of ammonia or strong brine. theselast two mediums not being liable to freeze. In this case the gas may berecovered by applying heat, as from a lamp, to the receiving-chamber andconducting the recovered gas directly to the supply-tank for liquefiedgas. This may be done, of course, without detaching the re- The gas fromthe cei'ving-chamber from its place. If the gas employed iscarbonic-acid gas, then the absorbent medium may be a strong solution ofcaustic soda or caustic potash. In this case it would be more convenientto deport the receiving-chamber to the factory,for the recovery of thegas.

In the accompanying drawing, forming part of this specification, I haveshown a side elevation, partly in section, of a signal ap aratusembodying one of the various embo iments of the invention.

Referring now more particularly to the specific apparatus, as shown inthe drawing, the signal 1 is provided with an operating rod 2, having apiston 3 working in the pistonchamber 4, which constitutes thepressureapplying device. The supply-tank 5 con tains a suitableliquefied gas and is provided with a valve 6, which is permanentlyopened after the tank is coupled with the pipe 7, which leads to thepiston-chamber 4. The pipe 7 is preferably provided with an automaticreducing-valve 8 and has a connection 9, by means of which the tank 6may be detached and replaceably connected in place. Thus the tank 5 isdeportable, so that when it has become exhausted another charged tank orthe same tank recharged may be substituted for the one removed. Thesignal, as shown in the drawing, is arranged to stand normally at dangerand is counterweighted, so as to be biased to danger position. Thesefeatures of the signal, while preferred because of their advantages, arenot essential in all cases.

10 is a hood surrounding the piston-chamber and carried by the rod 2. v

Control of the gas supplied to the pistonchamber is provided for bymeans of suitable valve devices, and in the form shown in the drawingthese valve devices are arranged to be controlled from a distance and bymeans of electric circuits operated by a passing train.

In the form of the signal as shown in the drawing the expansive power ofthe gas is applied to lower the signal to safety, in which position itis held by a retaining device controlled by a passing train. When theretaining device is released, the signal moves up to danger. Referringto the retaining device, a spring-catch 11, carried by the boss of thehood 10, isarranged to snap past the projecting end of the armature 12of the magnet 13 when the rod is elevated to lower the signal. The catch11 then settles upon and is supported by the armature to hold the signalat safety, the magnet 13 being at this time energized, as will bepresently shown. This projecting end of the ar mature constitutes aretaining device to hold the signal against return movement, due to itsnormal bias. The gas in the pistonchamber 4, which elevated the pistonand rod, escapes after the catch 11 passes the armature 12, as will benow shown. The pipe 7 has a valve 14 for the inlet of gas to thepiston-chamber. This valve is operated by the weighted arm 15, which isnormally held in horizontal position, as shown, by the weighted armature17 of the magnet 16, which closes the valve. When the magnet 16 isenergized, the armature is attracted and perunits the arm to drop andopen the valve 14. 18 is an arm having a slot 19, into which projects apin 20, carried by the arm 15. The arm 18 is carried by the hood 10, andwhen the rod 2 rises the arm 13 lifts the fallen arm 15 above the end ofthe armature 17, which closes the valve, and so that the armature 17when released from the magnet may move under and again support the arm15.

21 is an exhaust or outlet valve operated by the arm 22, having a pin23, which enters the slot 24 of the arm 25, carried by the hood 10. Thisvalve is normally closed and .is opened just after the catch 11 passesthe armature 12, this being accomplished by the slotted arm 25. hen therod 2 returns to its lower position, the arm 15 is not affected, but thearm 25 lowers the valve-arm 22, and so closes the valve. The magnets 13and 16 are arranged in multiple in the signal-circuit, which includesthe battery 26 and circuitcontrollers 27 and 28, operated, respectively,by the track-magnets 29 and 30. The magnets 29 and 30 are connected,respectively, in the rail-circuits of track-sections 31 and 32. In thebranch with the magnet 16 is a circuit-controller 33, mechanicallyclosed when the signal is at danger by an arm 34, carried on the hood10. When the signal goes to safety, the circuit through the magnet 16 isbroken at 33. This effects a saving of batterypower.

The operation of the apparatus as above described is as follows: A trainon track-section 31 closes at 27 the signal-circuit of battery 26,energizing magnets 13 and 16, the latter of which shifts the arm 15,which thereupon opens the valve 14, allowing gas to enter thepiston-chamber 4, and lowers the signal to safety. As the rod 2 risesthe branch circuit through magnet'l6 is broken and the armature 17 isreleased. As the rod continues to rise the arm 15 is lifted, so that itagain closes the inlet-valve 14 and comes to rest upon the armature 17.The catch 11 also snaps past the armature 12 and immediately thereafterthe outlet valve 21 is opened, allowing the rod to settle back slightly,so that the catch 11 rests upon the armature 12, which being held bv itsmagnet supports the signal at safety. When a train enters track-section32, the signal-circuit of battery 26 is broken at 28, therebydeenergizing magnet 13, releasing catch 11, and permitting the signal torise to danger behind the train. Sufficient gas remains within thepiston-chamber to form a cushion for the return stroke of the piston.When the train passes beyond track-section 32, the signal-circuit willbe restored to normal.

35 is the receiving-chamber containing an absorbent medium. The pipe 36,which includes the exhaust-valve 21, leads to the receiver 35 at itslower end.

37 is an inlet, and 38 is an outlet, whereby the liquid absorbent mediummay be supplied to and'withdrawn from the receiver.

- 39 is an escape-valve for the receiver and carried on a weighted arm40, arranged to be locked by a catch 41, so as to close the valve 39when required.

42 is a pipe leading from the upper end of the receiver to the pipe 7,the junction of these pipes being provided with a two-way valve 43,whereby either one of these pipes may be thrown into communication withthe supply-tank 5.

44 is a lamp for heating the receiver 35 'when it is desired to recoverthe absorbed exhaust-gas without detaching the receiver from position.The pipe 42 is preferably provided with a coi'idensing-worm 45, passingthrough a cooling vessel 46, which may be filled with water.

In the preferred arrangement the pipe 1 leads through the receiver 35,and the automatic reducing-valve 8 is located in that part of the pipe 7which would be within the absorbent medium in the receiving-chamber. Bymeans of this arrangement the heat generated in the absorbent medium bythe chem ical action due to the absorption of the exhaust-gas preventsfreezing of the reducingvalve 8.

It will be understood, of course, that the gas passing through thereducing-valve tends to lower the temperature of the valve, which insome cases might freeze up this valve if there were no means employed toprevent this result.

Another advantage of leading the pipe 7 through the receiving-chamber 35is that the heat of the absorbent medium due to the chemical actionabove referred to tends to expand the gas, and thereby increase itsefficiency in the piston-chamber. For this lastmentioned purpose thepipe 7 is provided with a coil 47, so as to increase the surface of thepipe exposed to the absorbent medium.

Of course the operation of recovering the exhaust-gas would not beresorted to until after the supply-tank has become sufficientlyexhausted. If the recovery of the exhaustgas is to be effected withoutremoving the receiving-chamber from position, as would be the case ifthe gas used were ammonia, the operation would be as follows: The valve48 would be turned so as to open communication between the pipe 42 andthe tank 5, and

, the lamp 44 would be then applied to the receiving-chamber. The gaswould then be driven off through the pipe 42 and into the tank 5, thegas being cooled as it passes through the worm 45 and accumulating inthe tank 5 in the form of a liquid. During this operation the foreign orpermanent gasessuch as air, hydrogen, &c.may escape through the valve39, which of course at this time is not locked down by the catch 41.

If the receiver containing the absorbed gas is to be removed to thefactory for the recovery of this gas, then the receiver will be detachedfrom its connections and a fresh receiver substituted therefor. For thispurpose the pipe 7 has couplings 48 and 49, the pipe 36 has a coupling59, and the pipe 42 has a coupling 51, by means of which thereceiving-chamber is deportable an replaceable. In deporting thereceiving-chamber the valve 39 is locked down by means of the catch 41.

If desired, the liquid in the receiver containing the absorbedexhaust-gas may be run off through the outlet 38 and carried away tosome place where the gas may be conveniently recovered. In this case afresh supply of the absorbent medium will be supplied to thereceiving-chamber through the inlet 37.

It will be understood that the means associated with the signal for therecovery of the exhaust-gas may be variously modified without departingfrom the scope of the invention. It will also be understood that themechanism for operating the signal by means of liquefied gas .may bevariously modified.

I claim Y 1. In a railway signal apparatus, the combination of a signal;a supply-tank for liquefied gas; a gas-pressure-applying device inoperative connection with said signal and in controllable communicationwith said sup plytank; and a non-eXpansible low pres surereceiving-chamber connected with said pressure-applying device andadapted to receive therefrom the exhaust-gas.

2. In a railway signal apparatus, the com bination of a signal; adeportable and replaceable supply-tank for liquefied gas; agas-pressure-applying device in operative connection with said signaland in controllable communication with said supply-tank; and a noneXpansible low pressure receivingchamber connected with saidpressure-applying device and adapted to receive therefrom theexhaust-gas.

3. In a railway signal apparatus, the com-,

gas; and a valved connection between said receiving-chamber and saidsupply-tank.

4. In a railway signal apparatus, the combination of a signal; asupplytank for liquefied gas; a gas-pressure applying device inoperative connection with said signal and 1n controllable communicationwith said sup ply tank; a receiving chamber: connected with saidpressure-applying device and adapted to receive therefrom theexhaust-gas; a valved connection between said receivingchamber and saidsupply-tank; and a condenser in said connection.

5. In a railway signal apparatus, the com bination of a signal; asupply-tank for liquefied gas; a gas-pressure-applying device noperative connection with said signal and m controllable communicationwith said supply-tank; and a deportable and replaceable non expansiblelow pressure receivingchamber connected with said pressure-applyingdevice and adapted to receive therefrom the exhaust-gas.

6. In a railway signalapparatus, the combination of a signal; agas-pressure-applying device in operative connection with said signal; areceiving chamber connected with said gas-pressureapplying device andadapted to receive therefrom the exhaust-gas and containing an absorbentmedium for said gas; a supply-tank for liquefied gas; and a supply-pipeleading from said supply-tank to said gas pressure applying device andpassing through said receiving-chamber.

7. In a railway signal apparatus, the com bination of a signal; agas-pressure-applying device in operative connection with said signal; areceiving-chamber connected with said gas-pressureapplying device andadapted to receive therefrom the exhaust-gas and containing an absorbentmedium for said gas; a supply-tank for liquefied gas; and a supply-pipeleading from said supply-tank to said gas-pressure-applying device andpassing through said receiving-chamber, sald "pipe including areducing-valve located in the receiving-chamber.

8. In a railway signal apparatus, the combination of a signal; agas-pressure-applying device in operative connection with said signal areceiving-chamber connected with said gaspressureapplying device andadapted to receive therefrom the exhaust-gas and containing an absorbentmedium for said gas; a supply-tank for liquefied gas; a sup- &

ply-pipe leading from said supply-tank to said gas-pressure-applymgdevloe and pass mg through said receiving-chamber; and a valvedconnection between said receiving- I chamber and said supplya ank.

9. In a railway signal apparatus, the combination of a signal agas-piessure-applying device in operaiive connection with said signal; areceiving-chamber connected with said gas-pressure-applying device andadapted to receive 'illGIGl'I'OHl the exhaustgas and containing anabsorbent medium for said gas; a supply-tank for liquefied gas; a supply-pipe leading from said supply tank to said gas-pressure-applyingdevice and passing ihrcugh said receiving-elmmber; a valved conneciionbetween said receivingchamber and said supply-rank; and a condenser insaid connection.

10. In a railway signal apparatus, the combinaiicn of signal; agas-pressure-applying device in operaiive connection Wl'lll] saidsignal; a receiving-chamber connected with said gas-prossure-applyingdevice and adapted to receive there'lrom ihe exhaust gas and coniainingan absorbent medium for said gas; a supply-tank for liquefied gas;supply-pipe leading f1 om said supply-tank to said gas'prcssure-applyirgdevice and passing through said receiving-chamber, said pipe including areducing-valve located in the receiving-chamber; and a valved connectionbetween saidreceiving-chamber and said su p ply-t ank.

11. In a railway signal pparaius, the combination of a signal;supplytank for liquefied gas; a gas-pressure-epplying device inoperaiive comieciien wi: h said signal and in cont rollable communiceiicn wiih szzid supply-tank; supply and exhaust valvcs iheiefor; L1em-operai ed means for controlling said valves; and a non-expansiblelow-pressure receiving-chamber connected wiih said pressure-applyingdevice and adapted to receive therefrom the eXh aust-ge s.

12. In a railway signal apparatus, the combination of a signal; agas-pressure-applying device in operative connection with said signal;supply and exhaust valves therefor train-operated means for controllingsaid valves; a receiving-chamber connected with saidgas-pressLire-applying device and adapted to receive therefrom theexhaust-gas and containing an absorbent medium for said gas; asupply-tank for liquefied gas; and a supply-pipe leading from saidsupply-tank to said gas-pressure-applying device and passing throughsaid receiving-chamber.

13. In a signal apparatus, the combination of a signal; a supply sourcef or liquefied gas; a gas-pressure-applying device in operativeconnection with the signal; and means for raising the temperature of thevapor-gas.

14. In a signal apparatus, the combination of a signal; a supply sourcefor liquefied gas; a gas-pressure-applying device in operativeconnection with the signal; and means for raising the temperature of thevapor-gas before it is admitted to the pressure-applying device.

15. In a signal apparatus, the combination of a signal; a supply sourcefor liq uefied gas a gas-pressure-applying device in operativeconnection with the signal; and means for raising the temperature of thevapor-gas, said means consisting of a chemicabheat generator.

16. In a signal apparatus, the combination of a signal; a supply sourcefor liquefied gas; a gas-pressure-applying device in operativeconnection with the signal; an expansion-chamber interposed between saidsupply source and said pressure-applying device; and means for raisingthe temperature of the vapor-gas.

17. In a signal apparatus, the combination of a signal; a supply sourcefor liquefied gas; a gas-pressure-applying device in operativeconnection with the signal an exp ansionchamber interposed between saidsupply source and said pressure-applying device; a reducing-valvebetween the expansion-chamber and supply source and means for raisingthe temperature of the vapor-gas.

18. In a signal apparatus, the combination of a signal; a supply sourcefor liquefied gas; a gas-pressure-applying device in operativeconnection with the signal; an expansion-chamber interposed between saidsupply source and said pressure-applying device; a reducing-valvebetween the expansionchamber and supply source; and means for applyingheat to said expansionchamber and reducing-valve.

19. In a signal apparatus, the combination of a signal; a supply sourcefor liquefied gas; a gas-pressure-applying device in operativeconnection with the signal; an expansion-chamb er interposed betweensaid supply source and said pressure-applying device; a reducing-valvebetween the expansionchamber and supply source; and means for applyingheat to said expansion-chamber and reducing-valve, said means consistingof a chemical-heat generator.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

CLYDE J. COLEMAN.

lVitnesses: "u

NICHOLAS M. GoonLnr'r, J11, FRANK J. l\/IOBARRON.

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